Riding Board and an Actuating System

ABSTRACT

The invention relates to a riding board ( 1 ) that has a control stick ( 18 ) by means of which a person riding on the riding board ( 1 ) can slow down the riding board ( 1 ). In order to increase the riding entertainment, the responsiveness can also be tested with the control stick ( 18 ). Therefore, multiple signaling flags can be arranged on a track, said flags requiring a very specific action from the rider of the riding board ( 1 ). For example, the rider can be required to move the control stick to the left or to the right or to press a button that is attached to the control stick in a specific section of the track. If the person does not carry out the required actions, said person obtains penalty times that are added to the actual riding time the person needs to complete the track. Thus, riding does not just require that a person complete the track as quickly as possible but also great responsiveness and skill.

The present invention refers to a riding board according to the preamble of claim 1.

Various devices are known which allow riding down a mountains slope without having to depend on snow. In particular, these kind of devices may be used in areas with little snow, or in summer, when there is no snow at all.

An illuminated track for a riding board is known, which consists of a rail having a translucent surface for riding snowboards, skateboards and similar equipment (US 2006/0174428 A1). This track is disposed on supports so that the track runs above the ground.

Also known is a rail system which is disposed on supports (JP 2004 057733) In this system the rails are interconnected via connecting elements.

Furthermore a cost-effective rail system (DE 10 2008 023 909 B3) is known for riding a board. Since this rail system can be easily assembled and disassembled again, the track can be varied quite easily. For this purpose, the rail system is disposed on a slope, e.g. on a mountain slope. By way of a riding board manufactured especially for this purpose and on which a person can stand, this person is able to travel down the slope on this riding board.

Finally, a rail system is known which has two rail sections disposed parallel to each other (DE 10 2009 047 516.8). Each of said rail sections has a rail with expanded lateral margins. A person can travel on this rail system with a riding board manufactured for this purpose. This riding board has at least one wheel suspension device for each of said rail sections.

It is an object of the present invention to provide a riding board which guarantees an improved riding entertainment.

This object is achieved with the features of claim 1.

Therefore, the present invention refers to a riding board for a rail system which has an actuating system or drive system, respectively. The actuating system serves to move the riding board on the rail system. Here, an actuating system may be provided which either pulls the riding board up a mountain slope or accelerates the same. To this end, the actuating system includes a device which can be disposed on an element disposed on the riding board. When the riding board is secured at the respective actuating system, the riding board can be moved by said actuating system.

The riding board includes a plurality of sensors which are able to interact with actuators disposed on the rail system. Moreover, the riding board has a control stick for addressing said sensors, which can be used by a person traveling on the riding board to slow down said riding board.

To increase riding entertainment, the control stick can also be used to test responsiveness. Thus, multiple signaling flags which request a specific action from the person riding the board may be disposed on the track. For example, said person may be requested to move the control stick to the left or to the right or to press a button disposed on the control stick in a specific section of the track. If said person fails to perform the requested actions, he or she will be assigned penalty times which are added to the travel time the person actually needs to complete the track. Therefore, the ride will not only require that a person completes the track as fast as possible, but also to show responsiveness and skills.

Exemplary embodiments of the present invention are shown in the drawings and will be explained in more detail below. In the drawings:

FIG. 1 is a top view of a riding board disposed on a rail system;

FIG. 2 is an inner view of the riding board of FIG. 1;

FIG. 3 is a top view of a disposition of the riding board according to FIG. 2 when viewed in a direction A;

FIG. 4 is a sectional view of a segment of the riding board shown in FIG. 2 along a line B-B;

FIG. 5 is a sectional view of the riding board shown in FIG. 1 along a line C-C, including a brake system and a control stick connected to said brake system;

FIG. 6 is an enlarged segment of a top view of a brake system of the riding board shown in FIG. 2;

FIG. 7 is another view of the brake system shown in FIG. 5 including a control stick disposed thereon;

FIG. 8 is a segment of the control stick shown in FIG. 5 when viewed in a direction D;

FIG. 9 is a segment of the control stick shown in FIG. 7 when viewed in a direction D;

FIG. 10 a is a function diagram of a travel analysis;

FIG. 10 b is an example of a track including multiple actuators;

FIG. 11 is a sectional view of a rail section of the rail system shown in FIG. 1 along a line E-E;

FIG. 12 is a variant of the rail section shown in FIG. 11;

FIG. 13 is a top view of a segment of the rail system according to FIG. 1;

FIG. 14 is a sectional view of a segment of the rail system according to FIG. 13 along a line F-F;

FIG. 15 shows a segment of a variant of a rail system including an actuating system for a riding board;

FIG. 16 is a sectional view of the rail system shown in FIG. 15 along a line G-G, including the actuating system for the riding board;

FIG. 17 is a sectional view of a segment of the rail system of FIG. 16 along a line H-H, including the actuating system for the riding board;

FIGS. 18 a to 18 d illustrate a process of accelerating the riding board shown in FIGS. 15 to 17 using an accelerating device.

FIG. 19 is a top view of an enlarged segment of the actuating system;

FIG. 20 is a sectional view of the actuating system shown in FIG. 19 along a line I-I;

FIG. 21 shows a segment of the rail system of the actuating system shown in FIG. 19 including a variant;

FIG. 22 shows an enlarged segment of the actuating system of FIG. 21;

FIG. 23 is a side view of the actuating system of FIG. 22;

FIG. 24 is a variant of a rail system including an actuating system and a riding board disposed on said rail system;

FIG. 25 shows an enlarged segment of the rail system of FIG. 24, including the actuating system and the riding board;

FIG. 26 is a sectional view of the disposition shown in FIG. 25 along a line K-K;

FIG. 27 is a top view of the rail system having the disposition shown in FIG. 25;

FIG. 28 is another view of the disposition shown in FIG. 26 when viewed in a direction J.

FIG. 1 is a top view of a riding board 1 disposed on a rail system 2, wherein only a segment of the rail system 2 is shown. The rail system 2 has two rail sections 88, 89 which are disposed parallel to each other. Each rail section 88, 89 has a rail 3, 4. Each of both rails 3, 4 is framed by a lateral edge 5, 6 and 7, 8, respectively. Although not shown in FIG. 1, a person can travel on this riding board 1 in a direction of arrow 15.

The riding board 1 which is made preferably from plastics has a recess 9 where a person who travels on said riding board 1 can sit. The person herein sits cross-legged on the riding board 1. Two additional recesses 10, 11 allow said person to rest his or her feet in said recesses 10, 11, so that said person sits securely on said riding board. A rubber element, such as a rubber mat, may also be disposed within said recesses 10, 11. During the travel the person 12 buckles up using a belt system 12 to preventing said person to fall off the riding board 1. This belt system 12 consists of a first belt 13 and a second belt 14. The first belt 13 is herein laid over the left leg, and the second belt 14 is laid over the right leg of the person sitting cross-legged on the riding board 1. Herein the belts 13 and 14 are inserted through openings 42 and 41, respectively, into the riding board 1.

Furthermore, the belt system 12 is provided, in a front section of the riding board 1, with a plug element 16 which may be connected to a counter element of another riding board, which is disposed in a back portion of the latter riding board 1.

The riding board 1 is also provided with a counter element 17 which is disposed in a back portion of the riding board 1 and which may be connected to a plug element of another riding board. In this way it is possible to provide an assembly of a plurality of serially disposed riding boards securely connected to one another. Therefore, it is possible for a plurality of persons to travel together down a track.

Furthermore, the riding board 1 has a control stick 18 lying in a dedicated recess 19. Therefore, the control stick 18 assumes a rest position. If said control stick 18 is moved out of said recess 19 and into an upright position, said control stick 18 can be operated by the person sitting on said riding board 1. Said person may herein use the control stick 18 as a hand brake, among others, to operate a brake system not shown in FIG. 1. While the person uses one hand to operate the control stick during a ride, he or she can use the other hand to grip a holding strap 20 provided for this purpose.

On said riding board 1 is further provided a display board 55 connected to an electronic travel analysis system disposed within said riding board 1. This electronic travel analysis system consists of an on-board computer and a processor. The on-board computer together with the processor are not visible in FIG. 1, since they are disposed within the riding board 1.

By varying a distance between two wheel suspensions 21 and 24 and respective opposite wheel suspensions 22 and 23, the riding board 1 may be configured to be correspondingly longer. On such a riding board, a person can travel down a track in a lying position. Such a riding board is, however, not shown.

FIG. 2 is an inner view of the riding board 1 which is again disposed on the rail system 2. The riding board 1 has four wheel suspension devices 21 to 24 which are disposed on a bar system 25 which consists of a plurality of bars 26 to 33. The bars 26 to 33 of the bar system 25 are disposed within a hollow profile of said riding board 1, similar to the riding board according to DE 10 2009 047 516.8. The wheel suspension devices 21 to 24 have central wheels 34 to 37, respectively, which are disposed on rails 3 and 4. These wheel suspension devices 21 to 24 are constructed according to the wheel suspension devices of DE 10 2009 047 516.8, and therefore said wheel suspension devices 21 to 24 also have wheels which are disposed beneath lateral margins 5, 6 of the rail 3 or beneath lateral margins 7, 8 of the rail 4, respectively. These wheels disposed beneath the lateral margins 5, 6 and 7, 8, respectively, guarantee that the riding board will not be detached from the rail system 2 even in an extremely oblique position. However, these wheels are omitted in FIG. 2 for the sake of clarity.

Within the riding board 1 a processor 38 can be seen which is disposed below the display board. This processor 38 is part of an on-board computer which is, however, not shown in detail. To this processor 38 an assembly 40 consisting of a plurality of sensors is connected. This assembly 40 is connected to a brake system 94. Moreover, the riding board 1 has two additional assemblies 43, 44 disposed below openings 41, 42 through which belts 13, 14 are inserted into the riding board 1. These assemblies 43, 44 which are only schematically shown in FIG. 2, are also connected to the processor 38 via an electric conduit 53, 54. Each of the two assemblies 34, 44 includes three sensors 45 to 47 and 48 to 50, respectively, disposed side by side, and another sensor 51 or 78, respectively. Theses sensors 51, 78 may be configured as reed switches or micro switches, for example. On the front of the riding board 1, an assembly 56 can be seen which consists of four additional sensors 57 to 60.

It is also feasible to dispose additional wheel suspension devices between the wheel suspension devices 21 to 24. These additional wheel suspension devices could then be disposed on an additional rail system which would be mounted between the two rail systems 88, 89. Therefore, an additional riding board could be provided to accommodate two persons, for example, who could sit side by side. Hence, the present invention refers to a rail system having at least two rail sections extending parallel to each other.

FIG. 3 shows the assembly 44 of the riding board 1 according to FIG. 2 when viewed in a direction A. The riding board 1 is herein viewed from the top. The opening 41 through with the belt 14 is inserted can be seen. The belt 14 herein encompasses a rod-shaped element 61 connected with plates 62 and 63 at each side. Each of these plates 62, 63 has a fastening element 64, 65 disposed thereon, where one end 68 or 69 of tensioning springs 66 and 67, respectively, is attached. These tensioning springs 66, 67 have their other ends 70, 71 disposed at other fastening elements 72, 73. These fastening elements 72, 73 are securely connected to said assembly 44. The plates 62 and 64 are movably disposed in rail systems 74, 75, respectively, so that these plates 62, 63 are able to be moved along a direction of arrows 76 and 77, respectively. If the belt 14 is tightened or tensioned, for example, said belt 14 is pulled further in the direction of arrow 76. As a result thereof, the plates 62, 63 are also moved in the direction of arrow 76. If the force applied to the belt 14 is lessened, the tensioning springs 66, 67 pull the plates 62, 63 again in the direction of arrow 77.

FIG. 3 shows also the sensor 78 which is configured as a micro switch and which includes a contactor 79. This contactor 79 enables the sensor 78 to contact a contact element 80. However, the micro switch shown in FIG. 3 assumes such a position 81 relative to the contact element 80 that the sensor 78 does not contact the contact element 80. Since the belt is tensioned, the contact element 80 has been moved in the direction of arrow 76, which has resulted in an interruption of the contact between the micro switch 78 and the contact element 80. Upon lessening the tension of the belt 14, the contact element 80 will be moved in the direction of arrow 77 by the tensioning spring 66, and therefore the reed switch 78 will again be able to contact the contact element 80. Then the belt 14 will assume an ideal position. In this ideal position, the contactor 79 assumes a position 82 on the contact element 80. In this position 82 an electric circuit is closed. Any interruption of the contact caused by the tensioning said belt 14, for example as a result of a deceleration of the riding board 1 by the person riding the same and a transfer of centrifugal forces acting on said person to said belt 14, will be recognized by the processor 38 accordingly (cf. FIG. 2).

Similar to the riding board according to DE 10 2009 047 516.8, penalty times will be assigned if the contact is interrupted due to an exaggerated deceleration of the riding board 1. These penalty times will be added to the travel time actually needed to complete a specific track.

The assembly 43 is configured similar to assembly 44, and therefore a detailed description of assembly 43 is omitted. For a person skilled in the art it is therefore obvious that in case of an exaggerated deceleration of the riding board 1, a contact in assembly 43 can also be interrupted, which will be recognized by the processor 38.

Since each of the belts 13 and 14 is connected to its own assembly 43 or 43, respectively, it is also possible to recognize an exaggerated change of position of the person traveling on the riding board 1. That is, in case of an exaggerated change of position of said person, at least one of said belts 13, 14 will be tensioned by the exerted forces. Therefore, penalty times can be assigned also for an exaggerated change of position of the person on the riding board 1, if such an exaggerated change of position would not have been necessary.

FIG. 4 is a sectional view of a segment of the riding board 1 of FIG. 2 along a line B-B. The belt 14 encompasses the rod-shaped element 61 which is connected to the plate 62. The plate 62 is disposed within the rail system 75 and is attached at the tensioning spring 66. The belt 14 has an end 83 which is located outwardly of the riding board 1 and which is connected to a section 84 of the belt 14 which is also located outwardly of the riding board 1. The connection between the end 83 and the section 84 of the belt 14 may be achieved by using an adhesive or an adhesive tape, for example. In FIG. 4, however, the end 83 is sewed to the portion 84. The belt 14 may be moved to the outside of the riding board 1 via a bend idler 85 or may be moved to the inside of the riding board 1 by the tensioning spring 66, as indicated by arrows 86 and 87, respectively.

The assembly 44 comprises also the three sensors 48 to 50 which are disposed above the rail 4 of the rail system 2. In the section of the rail 4 illustrated in FIG. 4, three actuators 91 to 93 are provided, the sensors 48 to 50 within said assembly 44 being mounted to be located above said actuators 91 to 93, when the riding board 1 travels along the portion of the rail 4 where the actuators 91 to 93 are disposed. In FIG. 4, these actuators 91 to 93 are only schematically illustrated. These actuators 91 to 93 are permanent magnets or electromagnets. In this case the sensors 48 to 50 are preferably configured as reed contacts. Said sensors 48 to 50 can be selectively addressed via the control stick 18.

FIG. 5 is a sectional view along a line C-C of the riding board 1 shown in FIG. 1, wherein only the brake system 94 and the control stick 18 are shown. The control stick 18 lies in the recess 19 and therefore assumes its tilted position shown in FIG. 1. The control stick 18 is disposed at an axle 95 which pivotally supports the control stick 18. The axle 95 is supported within a body 106. At this axle 95 the control stick 18 can therefore be moved into an upright position or can be tilted. The brake system 94 has a front section 96 which is disposed at the body 106. The body 106 herein encompasses the bar-like element 33 to be rotatably supported thereon. The brake system 94 has also a back section 98 having two opposing recesses 99, 100 wherein a brake pad 101 is supported. This brake pad 101 can be brought in contact with the rail 3 of the rail system 2 by moving the body 106 in the direction of arrow 97. This is achieved by moving the control stick 18 also in the direction of arrow 97. As soon as the brake pad 101 is in contact with the rail 3, the deceleration process is initiated.

The body 106 has a concavity 52 where the assembly 40 is accommodated. The assembly 40 includes a circuit board 102 on which a plurality of sensors are disposed. Said sensors may be configured as reed switches, for example. In FIG. 5, however, only two sensors, 103, 104, are visible. The circuit board 102 is connected to the processor 38 not shown in FIG. 5 via the electrical conduit 39. Also shown are two magnets 114, 115 which are disposed within the control stick 18. These magnets 114, 115 may be electromagnets or permanent magnets. When the control stick 18 lies in the recess 19, the magnet 114 is in contact with the sensor 103, and as a result thereof a brake contact is activated and the on-board computer is turned off. The brake contact, however, is not shown in FIG. 5.

FIG. 6 shows an enlarged segment of a top view onto the brake system 94 of FIG. 2 including the body 106 disposed thereon. Again, the back section 98 and the front section 96 of the brake system 94 which are part of a framework 107 are shown. The opposing recesses 99 and 100 accommodate the brake pad 101.

Again, it can be seen that the body 106 encompasses the bar-like element 33 at least partially.

FIG. 7 is another view of the brake system 94 of FIG. 5. In the view shown in FIG. 7 the control stick 18 has been moved into an upright position by pivoting about the axle 95. As a result, the magnet 114 is no longer in contact with the sensor 103, so that the brake contact is deactivated and the on-board computer is turned on. The control stick 18 can be moved in four different directions which are indicated by arrows 97, 108, 109, 111. If the control stick 18 is moved in the direction of arrow 108, the control stick is moved forward. The two arrows 109, 111 indicate a movement to the left and to the right, respectively. If the control stick 18 is moved in the direction of arrow 97, that is towards a person sitting on the riding board 1, the body 106 and therefore also the brake system 94 disposed therein are moved in the direction of arrow 97. This moves also the brake system downwards, that is in a direction of arrow 110, and as a result thereof the brake pad 101 contacts the rail 3 not shown in FIG. 7, and the braking process is initiated.

The movements of the control stick 18 in the directions of arrows 108, 109, 111 have the effect of making the ride on the riding board 1 more entertaining. The same is true for the button 112 disposed on the control stick 18, which can be pressed to move in a direction of arrow 113. Thus, a person traveling along a track on the riding board 1 may be requested, for example, to perform a certain movement of the control stick 18, for example, or press the button 112 at the control stick 18. If the person does not perform the requested actions, he or she will be assigned penalty times which are added to the travel time actually needed to complete the track. Therefore, the ride will not only require that a person completes the track as fast as possible, but also responsiveness and skills.

Thus, a plurality of signaling flags may be disposed along a track, for example, which request the person traveling on the riding board 1 to perform a specific action. The person may, for example, be requested not to operate the brake in a certain section. If the person slows down the riding board 1 nonetheless, this will be detected by the sensors, and the processor 38 of the riding board 1 will add penalty times to the actually needed travel time.

The sensor also serves to determine the degree of a person's obliqueness during a ride on the riding board 1. If the person's obliqueness during the ride is too much, the processor 38 determines penalty times to be added to the travel time. Therefore, the person riding the board has to balance his or her position during a ride, which may require great skills depending on the traveling speed. That is, if an obliqueness is too large, the belt assembly will transfer the exerted forces from the body to the riding board 1. This will be detected by the corresponding sensors and recognized by the processor which will then determine the corresponding penalty times.

FIG. 8 shows a segment of the control stick 18 when viewed in a direction D. The control stick 18 includes the two magnets 114, 115. Also shown are a plurality of sensors 103, 104, 117, 118 which are disposed on the circuit board 102 of the assembly 40. The sensors 103, 104, 117, 118 may be reed switches or micro switches, for example. However, the sensors 103, 104, 117, 118 are preferably configured as reed switches. Here, the control stick 18 is tilted so that the magnet 114 of the control stick 18 is in contact with the sensor 103, and as a result thereof the brake contact is activated and the on-board computer is turned off.

Also shown is an additional magnet 116 which is disposed in the riding board 1 and is able to interact with the sensor 117, if the sensor 117 contacts the magnet 116. Here, contact means that the magnets are able to interact with the corresponding sensors.

FIG. 9 shows a segment of the control stick 18 of FIG. 7, viewed in a direction D. The control stick 18 has been moved in the direction of arrow 109 into an upright position. As a result thereof, the magnet 114 has been moved away from the sensor 103, and as a result thereof the brake contact has been deactivated and the on-board computer has been turned on.

From this upright position, the control stick 18 may be moved to the left or to the right, that is in a direction of arrow 109 or arrow 111, among others. If the control stick 18 is moved in the direction of arrow 111, that is to the right, the magnet 115 disposed in the control stick 18 is moved in the direction of arrow 120, which moves the magnet 115 towards the sensor 118. The magnet 115 may be moved towards the sensor 118 until it reaches a position 121. When it arrives at position 121, the magnet 121 contacts the sensor 118. As soon as the magnet 115 contacts the sensor 118, the electric circuit is closed, and at the same time a signal is provided to the processor 38.

However, in order to allow the magnet 115 to arrive a position 121, that is to contact the sensor 118, the control stick 18 has to be moved sharply to the right, that is the control stick 18 has to be moved in a direction of arrow 111 until it reaches position 121.

On the other hand, if the control stick 18 is moved in a direction of arrow 109, that is to the left, the magnet 115 is moved in a direction of arrow 122, that is to the right. Upon finally reaching position 123, the magnet 115 contacts the sensor 104. In position 123 the electric circuit is closed, and a signal is provided to the processor 38.

By moving the control stick 18 in the direction of arrow 109 or 111, respectively, a reaction time of a person traveling along a track on the riding board 1 can be detected. For example, if said person is requested to move the control stick 18 to the left in a certain track section, and if the person fails to move the control stick 18 to the left in this track section, then no signal will be provided to the processor 38. This will be recognized by the on-board computer, and the person will be assigned corresponding penalty times which are added to the actual riding time. If the person, on the other hand, reacts correctly in said track section, he or she will get no penalty times.

FIG. 10 a is a function diagram for a travel analysis. A power source 296, e.g. a battery, supplies the on-board computer 297 of the riding board 1 with energy. The on-board computer 297 is connected to the display 55. The display 55 has three display panels 347 to 349. Here, the display panel 347 shows the actual travel time which a person needs to complete a track on the riding board 1. The display panel 348 shows the penalty times which are added to the actual travel time to determine a total travel time. The total travel time is shown on the display panel 349.

Schematically illustrated is also a start button 377. This start button 377 is activated upon moving the control stick 18 into an upright position. Tilting the control stick 18 will turn on the on-board computer 297.

For a determination of the travel time and the penalty times, and therefore the total time, a plurality of sensors 57 to 60 are provided which are able to interact with the actuators 516 to 522 of a track 399, as shown in FIG. 10 b. Only a segment of the track 399 is shown. It comprises an actuator 516 for determining a travel start via a sensor 59 of the riding board 1, and an actuator 517 for determining a travel end via the sensor 58, to determine the travel time which is shown on the display panel 347. The two actuators 516 and 517 are disposed slightly offset from the center of the travel trajectory. A person doing the track 399 on the riding board 1 will therefore travel in a direction of arrow 499. The arrow 499 therefore indicates the travel direction.

Additional actuators 518 to 522 are provided between the two actuators 516 and 517. Here, the actuators 518 to 520 are disposed on the right side of the track 399 with respect to the travel direction 499, and the actuators 521 and 522 are disposed on the left side of the track 399. These actuators 518 to 522 are able to interact with sensors 57 and 60, if the control stick 18 is moved to the left or to the right, respectively.

If the control stick 18 is moved to the left, a switch 523 is opened, whereas a switch 524 is opened if the control stick 18 is moved to the right. Therefore, if the control stick 18 is moved to the right, the sensor 57 is addressed, whereas the sensor 60 is addressed if the control stick is moved to the left.

The control stick 18 has an additional button 112, not shown in FIG. 10 a, which may also be selected. The button 112 may be used to address sensors 45 to 50, for example.

When the travel starts and the riding board 1 passes the actuator 516 on the track 399, this is detected by the sensor 59 which forwards the signal to the on-board computer 297. During the travel, the person on the riding board 1 passes a plurality of track sections where the person's reaction time will be tested. This is accomplished by requesting the person to move the control stick 18 either to the left or to the right. If the person succeeds to move the control 18 in good time to the left or to the right, respectively, no penalty times will be assigned. The person may also be requested to hold the control stick 18 on a left side or a right side, respectively, across a certain track section, and return the control stick 18 in its home position only after passing said track section.

If the person is requested to set the control stick 18 to the left, and the person does set the control stick 18 to the left, the switch 523 will be actuated and the time measurement will be activated until the sensor 60 is reached. Thus, the sensor 60 can interact with actuators 521 and 522 on the track 399, and the on-board computer 297 will determine penalty times, if any. If the person has moved the control stick 18 to the left in good time, no penalty times will be assigned.

If the person is requested to move the control stick 18 to the right, and if the person does execute this request, the switch 524 will be opened and the sensor 57 will be activated. Thus, the sensor 57 can interact with actuators 518 to 520 of the track 399. If the person has executed the request in good time, no penalty times will be assigned.

If the person, on the other hand, fails to execute the request, he or she will be assigned penalty times which are shown on the display panel 348 and added to the travel time. Penalty times will, on the other hand, also be assigned if the person operates the control stick 18 too early.

As a matter of fact the track 399 may include additional actuators not shown in FIG. 10 b. These actuators may interact with sensors 45 to 50, for example. As a matter of fact, the sensors 45 to 50 may also be addressed via the control stick 18.

FIG. 11 is a perspective view along a line E-E of the rail section 88 of the rail system 2 of FIG. 1. The rail section 88 includes a superstructure 124 with a middle part 125 and two adjacent side parts 126, 127. This superstructure 124 is disposed on a base 130 and secured thereon with fastening means, for example bolts. These fastening means are, however, not shown in FIG. 11 for the sake of clarity. The superstructure 124 is therefore firmly seated on the base 130. It is therefore not possible for the superstructure 124 to slip. As also described in DE 10 2009 047 516.8, the superstructure 124 and the base 130 each have a modular structure. Here, the middle part 125 is not directly connected in contact with the base 130.

The middle part 125 includes a wall 128 encompassing a hollow volume 129. The wall 128 of the middle part 125 further comprises four sections 131 to 134 implemented as hooks. Two sections 131, 134 or 132, 133, respectively, are herein disposed on each side of the middle part 125. These sections 131 to 134 encompass at least a part of each of L-form sections 135 to 138 of the side parts 26, 27. The side part 127 is herein minor-symmetric opposite the side part 128 and is essentially shaped like an “E”.

Through this disposition of side parts 126, 127 and middle part 125, the superstructure 124 is in principle a resilient element that withstands high pressure as the central part 125 is disposed suspended in the two side parts 126, 127, since it does not contact the base 130. However, it is to be noted that the middle part 125 is in principle clamped between the two side parts 126, 127.

Each side part 126, 127 has its L-shaped section 135, 137 disposed on the base 130. The L-shaped sections 135, 137 are connected to respective sections constituting side walls 139, 140 of the side parts 126, 127. The respective side walls 139 and 140 of side parts 126 and 127 extend obliquely upwards, the inner angle β between the L-shaped section 138 and the side wall 140 and between the L-shaped section 135 and the side wall 139, respectively, being less than 90°. This angle β is preferably 60° to 80° and especially preferred 75°.

The L-shaped sections 136 and 137 are disposed in the middle portion of the respective side wall 139 and 140. The L-shaped section 136 is disposed above section 135 and the L-shaped section 137 is disposed above section 138. The angle β is here also preferably 60° to 80° and especially preferred 75°. Each side part 126, 127 includes an upper section 141 or 142, respectively, which is essentially implemented in U-shape and which abuts a top 143 of the middle part 125. The two side parts 126, 127 further include an expanded lateral margin 7, 8 of the rail section 88. As a result thereof, the top 143 of the middle part 125 constitutes the rail 4, which is encompassed by the two lateral margins 7, 8. Also shown in FIG. 11 is the actuator 92 which is disposed on the rail 4. The actuators 91 and 93, on the other hand, are disposed beneath the lateral margins 7, 8.

At the base 130 two hook elements 144, 145 are disposed which serve to dispose the base 130 at connecting pieces not shown in FIG. 11. Therefore, the structure of the rail section 88 of the rail system 2 corresponds substantially to the structure of the rail system described in DE 10 2009 047 516.8, apart from the fact that the rail system in DE 10 2009 047 516.8 does not include three actuators.

FIG. 12 shows a variant of the segment of the rail system 2 shown in FIG. 11. This variant of a rail system 147 has also two rail sections, FIG. 12 being a perspective view of only a segment of a rail section 146.

The rail section 146 further includes a base 148 having two hook elements 149, 150 disposed thereon and has a superstructure 151 disposed thereon. The superstructure 151 has a middle part 152 disposed between two side parts 153 and 154. The side parts 153, 154 each have a side wall 155, 156 having a plurality of L-shaped sections 157 to 159 or 160 to 162, respectively disposed thereon. The upper sections 163 and 164 of the respective side parts 153, 154 form expanded lateral margins 165, 166 of the rail section 146. Between the two lateral margins 165 and 166 the rail 167 is visible, which is disposed on the middle part 152. The middle part 152, on the other hand, is disposed on the L-shaped portions 157 to 159 or 160 to 162 of the respective side panel 153 or 154, respectively, via essentially L-shaped portions 168 to 170 or 171 to 173, respectively. The middle part 152 is firmly connected with an element 174 which is disposed on the base 148.

The rail section of the rail system 147 which runs parallel to the rail section 146 is of an identical structure, and a description of this rail section is therefore omitted.

Since the superstructure 151 is composed of multiple parts, that is a middle part 152 and the element 174, the rail 167 and the two side parts 153, 154, the superstructure 151 is able to withstand high forces which act on the rail system 147 when persons travel along the rail system 147 on a riding board. That is, the superstructure 151 comprises more parts than the superstructure 124 shown in FIG. 11. Therefore, the superstructure 151 is configured to be much more resilient and dimensionally stable than the superstructure 124 as in case of the rail system 2 shown in FIG. 11. As a result thereof, the individual parts of the superstructure 151 can be configured to be much thinner.

FIG. 13 is a top view onto a segment of the rail system 2, which constitutes a part of a track which can be traveled with a riding board.

The rail system 1 comprises a middle section 175 disposed between two outer sections 176, 177. The middle section 175 is essentially similar to the rail system described in DE 10 2009 047 516.8.

Evident are the two parallel rail sections 88, 89 each having a superstructure 124 or 178, respectively. The superstructure 178 comprises the rail 3 with lateral margins 5 and 6 disposed thereon, while the superstructure 124 comprises the rail 4 and the two lateral margins 7 and 8.

The superstructure 124 is herein disposed on a plurality of consecutively disposed bases, although only bases 130 and 179 are shown in FIG. 13. Theses bases 130, 179 are spaced from one another. The superstructure 178 is also seated on bases which are parallel to the bases to which the superstructure 124 is connected. It is to be noted that the respective bases on which the superstructure 124 or the superstructure 178 are disposed may be offset with respect to one another. FIG. 13 shows only the two bases 180, 181 on which the superstructure 178 is disposed. The bases 130, 179, 180, 181 are indicated by broken lines. The actuators 91 to 93 of the superstructure 124, which can interact with the sensors 48 to 50 of the riding board 1, are also visible (cf. FIG. 4). Within the same track section, the superstructure 178 has also three actuators 182 to 184 which can interact with sensors 45 to 47 of the riding board 1 (cf. FIG. 2). Between the two superstructures 178 and 124, two bar profiles 185, 186 are disposed parallel to each other.

The base 179 is connected to the two bar profiles via a connecting piece 187. The bases 181 and 131 are also connected to the two bar profiles 185, 186 via a connecting piece 188 or 189, respectively. Here, the connecting pieces 187 to 189 are disposed at the respective bases by hook elements disposed at the respective bases. The connection of the bases of the two superstructures 124, 178 to the connecting pieces renders the rail system very stable.

The middle part 174 has further a connecting element 190 which interconnects the two bar profiles 185, 186, and in addition has four actuators 191 to 194 which are able to interact with the sensors 57 to 60 of the riding board 1 as shown in FIG. 2.

The two outer sections 176 an 177 which encompass the middle section 174 each have a pair of parallel bar profiles 195, 196 or 197, 198, respectively. The bases 130, 181 and 180 are connected to the bar profiles 195, 196 of the outer section 177 or the bar profiles 197, 198 of the outer sections 176, respectively, via the connecting pieces 199 to 201. The respective bar profiles 195, 196 and 197, 198 have additional connecting pieces 202, 203 or 204, respectively, disposed thereon which serve to connect each of the bar profiles 195, 196 and 197, 198 with an outer bar profile 205 or 206, respectively. The connecting pieces 202 to 204 are connected to an outer boundary 210 or 211, respectively. These outer boundaries 210, 211 extend along the entire track and run parallel to the two rail sections 88 and 89.

Moreover, the bar profiles 195, 196 and 206 of the outer section 177 have rubber profiles 207 to 209 disposed thereon, which serve to prevent the rail system 2 from slipping if the rail system 2 is rigged up on an asphalt road, for example.

Therefore, each base is connected to the two bar profiles 185 and 186 and the two pairs of bar profiles 195, 196 of the outer section 177, or 197, 198 of the outer section 176, respectively. The two outer sections 176 and 177 therefore serve as outriggers which stabilize the rail system 2 additionally. Pegs which are used in DE 10 2009 047 516.8 can be completely omitted.

Although not visible in FIG. 13, it will be obvious for a person skilled in the art that the connecting pieces have feed-throughs through which the corresponding bar-profiles are inserted.

FIG. 14 shows a segment of the rail system 2 of FIG. 13 along a line F-F, where FIG. 14 shows essentially only the outer section 177.

The base 130 has the superstructure 124 seated thereon which is only schematically shown. The Base 130 has the connecting piece 201 disposed thereon which is connected to the connecting piece 204 in front. The broken line 212 indicates the end of the connecting piece 201. The solid line 213 indicates the end of the connecting piece 204. The two bar profiles 195 and 196 are inserted through the connecting piece 201 and the connecting piece 204, respectively. Additionally, the two connecting pieces 201 and 204 have feed-throughs through which the bar profiles 196 and 197 are inserted. The connecting piece 204 has also a feed-through through which the bar profile 206 is inserted. In front of the two connecting pieces 201 and 204 three rubber profiles 207 to 209 are disposed. The respective bar profiles 195, 196, 206 are inserted through said rubber profiles 207 to 209, since the rubber profiles 207 to 209 are also provided with feed-throughs 215 to 217. Since the rubber profiles 207 to 209 are disposed in front of the two connecting pieces 201 and 204, the feed-throughs of these connecting pieces 201 and 204 are not visible here.

The connecting piece 204 is fixedly connected to the boundary 210 of the outer section 177. The boundary 210, same as the opposing boundary 211 which is not shown in FIG. 14, includes a fastener 219 in which a cover 218 having an end 220 is at least partially disposed. This cover 218 has a flat shape and an end 221 which is opposite to the end 220 and which is disposed beneath the superstructure 124. Therefore, the cover 218 is clamped between the fastener 219 of the boundary 220 and the superstructure 124. The cover 218 has a top 222 which may serve as an advertising surface, since this top is disposed to be easily visible for persons who travel the rail system 2. However, these covers serve primarily to prevent a person traveling on the riding board to get injured, since the cover prevents any contact of said person and the connecting pieces or bar profiles of the sections 175 to 177.

Also visible is the connecting piece 191 which is disposed at the base 179, not shown in FIG. 14. A cover 223 which is only partly shown in FIG. 14 is disposed above the connecting piece 191. This cover 223 is clamped beneath the opposing superstructures 124, 178 of the rail system 2, and therefore the cover 223 is fixedly located in the middle section 175. The cover 223 has also a top 224 which may serve as an advertising surface.

The outer section 176, not shown in FIG. 14, may also have such covers. It will be obvious for a person skilled in the art that the rail system 2 may have plurality of these covers disposed consecutively and extending along the entire track.

FIG. 15 shows a variant of a rail system 225 including an actuating system 226 for a riding board 227. Only segments of the rail system 225 and the riding board 227 disposed thereon are shown. The rail system 225 has a base 228 having a superstructure 229 disposed thereon, the base 228 being disposed on a substrate 248. This base 228 has a connecting piece 230 disposed thereon having an end where the actuating system 226 is seated. Above the connecting piece 230 a cover 231 can be seen. This cover 231 has one end supported by a blade 232 attached at the base 228 so that the cover 231 is disposed between the blade 232 and the superstructure 229.

The riding board 227 includes a bottom 233 and a top 234, the bottom 233 having a wheel 235 disposed thereon which is at least partially disposed below an expanded lateral margin 236 of the superstructure 229. This wheel 235 is in contact with a side wall 237 of the superstructure 229. Although not shown in FIG. 15, the riding board 227 has an additional wheel opposing the wheel 235 and being in contact with a side wall of the superstructure 229 opposite to the side wall 227. These two wheels prevent the riding board 227 from falling off the rail system 225.

A ball bearing 239 rotatably disposed at a fastener 240 which is seated in the bottom 233 is attached at one side 238 of the top 234 of the riding board 227. A pin 241 located behind the ball bearing 239 and therefore indicated by a broken line is provided at the top 234 of the riding board 227. This pin 241 has a retaining element 242 disposed thereon which is provided with a hook 243. This retaining element 242 is connected to the riding board 227 via a spring not visible in FIG. 15. This hook 243 serves to retain a catch 244 of the actuating system 226.

This catch 244 has a pin-like shape and extends at least partially above the actuating system 226. The actuating system 226 has a casing 245 with a lower portion which encompasses a plate 246 through which a bolt 247 is inserted which fixes the casing 245 at the connecting piece 247. The actuating system 226 consists of a conveyor means 250 disposed on a rope 249, preferably a steel rope, and an accelerating device 251 for the riding board 227. The conveyor means 250 consists of a first, lower section 252 and a second, upper section 253 which are connected via connecting means, for example bolts, of which FIG. 15 shows two bolts 255 and 256. The rope 249 is disposed centrally between the two sections 252, 253. Also to be seen are two opposing aluminum profiles 257 and 258 which serve as rails. The conveyor 250 can thus be moved on the aluminum profiles 257, 258 by means of said rope 249.

The accelerating device 521 includes the catch 244 which can be pushed downwards, that is in a direction of arrow 259. The accelerating device 251 is also disposed on two opposing aluminum profiles 260, 261. These aluminum profiles 260, 261, too, serve as rails so that the accelerating device 251 can be moved on the aluminum profiles 260, 261. The pin-shaped catch 244 is inserted through an opening 262 of the accelerating device 251. Behind the accelerating device 251, a cover 263 of a clamping part 264 placed on the casing 245 is visible.

FIG. 16 is a sectional view along a line G-G of the rail system 225 shown in FIG. 15 including the actuating system 226 for the riding board 227. The actuating system 226 is connected to the connecting piece 230 via connecting elements 247, 265. The casing 245 of the actuating system 226 accommodates the aluminum profile 258 which serves as a rail and which has the conveyor means 250 disposed thereon. Also visible is the rope 249 which is parallel to the aluminum profile 258 and which enables a movement of the conveyor means 250. The lower section 252 of the conveyor means 250 is connected to the upper section 253 via connecting elements 256, 266, 267, for example bolts, the rope 249 being inserted between the two sections 252, 253. The conveyor means 250 has a guide element 268 which is disposed on the conveyor means 250 so that the conveyor means 250 substantially has an L-shape. The accelerating device 251 abuts the guide element 268. The accelerating device 251 has a hook 273 movably supported at an axle 270 so that the hook 273 can be moved in a direction of arrows 271, 272. A spring 274 acts to always return the hook 273 to its home position as shown in FIG. 16. The catch 244 disposed in the accelerating device 251 is in contact with the hook 273. If the catch 244 is moved downwards, that is in a direction of arrow 271, the hook is also moved in this direction. A spring 278 is disposed at the accelerating device 251 via a retaining element 227.

The riding board 227 has a hook element 282 including a hook 283 which is movably disposed at a pin 284.

The casing 245 has a clamping means disposed thereon which includes a wedge-shaped stop 275 protruding into the casing 245. It can be seen that the hook 273 has one end 276 disposed on the same level as the stop 275. A pin 214 is inserted through an opening of the end 276 of the hook 273, which pin is also disposed on the same level as the stop 275.

Furthermore, the casing 245 has a fastening element 279 disposed thereon, which fastens a spring element 281 via a retaining element 280, which spring element is in turn connected to another accelerating device not shown in FIG. 16.

The conveyor device 250 here can be moved in a direction of arrows 285 or 286, respectively, that is along the rail system 225. If the conveyor device 250 is moved in a direction of arrow 285 and if the conveyor device 250 abuts with its guide element 268 at the accelerating device 251, the accelerating device 251 will also be moved in a direction of arrow 285, since the conveyor means 250 catches the accelerating device 251. At the same time, the spring 278 disposed at the accelerator device 251 is expanded.

When the accelerating device 251 arrives at the clamping part 264, the end 276 of the hook 273 is inserted along the wedge-shaped stop 275. As a result thereof, the stop 275 contacts the pin 214 disposed at the end 276. As the accelerating device 251 is further moved in a direction of arrow 285, the pin 214, and therefore also the end 276 of the hook 273 are moved downwards against the biasing force of the spring 274, that is in a direction of arrow 271. After the pin 214 at the end 276 has been inserted past the wedge-like stopper 275, the spring 274 moves the hook 274 by its biasing force back into its home position, that is in a direction of arrow 272. The end 276 of the hook 273 is therefore once again on the same level as the stop 275. The accelerating device 251 is moved in a direction of arrow 285 until the stop 275 contacts a stepped section 287 of the accelerating device 251.

FIG. 17 is a sectional view of a segment of the rail system 225 shown in FIG. 16 along a line H-H, including the actuating system 226 for the riding board 227. The retaining element 242 is connected to the top 234 of the riding board 227 via a spring 288. The pin-shaped catch 244 protrudes from the actuating system 226 which is only schematically shown in FIG. 17, so that said catch is disposed between the hook 243 of the retaining element 242 and the ball bearing 239. Here, the catch 244 is retained by the retaining element 242. The riding board 227 has furthermore the hook element 282 including the hook 283 attached thereon, the hook element 282 being disposed at the top 234 of the riding board 227 via a spring 289. The hook element 282 with its hook 283 engages a retaining device 290 which is a constituent of the rail system 225. This serves to fix the riding board 227 at the rail system 225. If the hook element 282 is moved in a direction of arrow 291, the hook element 282 can be released from the retaining device 290. The riding board 227 can therefore start to move again.

Here, the hook element 282 and the retaining element 242 have the following function (cf. FIGS. 16 and 17).

If the riding board 227 is moved in a direction of arrow 286, that is in a travel direction, the hook 243 which is curved in a front portion thereof contacts the catch 244 of the actuating system 226. The movement of the riding board 227 in a direction of arrow 286 pushes the hook 243 against the catch 244. Since the catch 244 is fixedly disposed in the accelerating device 273 which in turn has a fixed position due to the guide means 250, the retaining element 242 is moved in a direction of arrow 292. As soon as the hook 243 of the retaining element 242 has passed, the retaining element 242 is moved back to its home position by the biasing force of the spring 288, that is in a direction of arrow 293. Should the riding board 227 roll back, that is move in a direction of arrow 285, the hook 243 abuts the catch 244. However, the hook 243 is not curved in this section, and therefore the retaining element 242 cannot be moved in a direction of arrow 292. The hook 243 of the retaining element 242 therefore retains the riding board 227 in its position and prevents the riding board 227 to roll in a direction of arrow 285.

The hook element 282 which engages the retaining device 292 is able to fix the position of the riding board 227.

The guide means 250 shown in FIG. 16 can now be detached. Although the spring 278 (cf. FIG. 16) is tensioned, the biasing force of the spring 278 is prevented from moving the accelerating device 251 in a direction of arrow 286 by the end 276 of the hook 273. That is, the pin 214 disposed at the end 276 of the hook 273 abuts the stop 275 in case of a movement of the accelerating device 251 in a direction of arrow 286. The stop 275 prevents a movement of the accelerating device 251 in a direction of arrow 286. However, if the riding board 227 is moved somewhat in a direction of arrow 286, so that the ball bearing 239 rides across the catch 244, the catch 244 will be pushed down, that is in a direction of arrow 271, and at the same time the hook 273 will also be pushed down. Therefore, the accelerating device 251 can be moved in a direction of arrow 286, since the end 276 of the hook 273 with its pin 214 can no longer be retained by the stop 275, since the hook 273 has been pushed downwards and cannot contact the stop 275. The movement of the accelerating device 251 in a direction of arrow 286 pulls the catch 244 upwards as soon as the catch 244 has been moved past the ball bearing 239 of the riding board 227.

The spring 278 therefore pulls the accelerating device 251 in a direction of arrow 286 so that the catch 244 abuts the hook 243 of the retaining element 242. As a result thereof, the riding board 227 is moved together with the accelerating device 251 in a travel direction.

After the accelerating device 251 has stopped moving, the riding board 227 has enough momentum to continue moving in a travel direction by its own. At this time, the ball bearing 239 once again moves across the pin-shaped catch 244, causing the catch 244 to be pushed downwards and the riding board 227 to be released from the accelerating device 251.

FIGS. 18 a to 18 d show the process of an acceleration of a riding board by an accelerating device. FIG. 18 a shows an example of an actuating system 300 disposed in a casing 322 and having two accelerating devices 301, 302. Here, two catches 303 and 304 and one end 305 or 306 of a hook 307 or 308 of a respective accelerating device 301 or 302 are visible. The catches 303, 304 are also formed in pin-shape. Each of the two accelerating devices 301, 302 has a respective spring 318, 319 attached thereon, which is attached at a fastening element 320, 321, respectively. Therefore, the accelerating devices 301 and 302 have the same configuration as the accelerating device 251 shown in FIG. 16.

A conveyor means 309, 310 is disposed beneath a respective accelerating device 301, 302. Each of these conveyor means 309, 310 is attached at a rope 311. This rope 311 has one end 312 connected to a schematically illustrated drive 313 and another end 314 connected to a spring 315. The rope 311 can be moved in a direction of arrow 316 by the drive 313. If the drive 313 is turned off, the tensioned spring 315 moves the rope 311 by virtue of its biasing force back to the home position shown in FIG. 18 a, that is in a direction of arrow 317. Reference numeral 323 indicates an assembly of a plurality of guide pulleys for the rope 311. Also visible are two clamping parts 324 and 325, each provided with a wedge-shaped stop 326, 327.

The drive 313 is disposed in an drive chamber 332, the drive chamber 332 forming part of the casing 322 of the actuating system 300. Also visible is a dividing wall 294 having an opening 295 through which the rope 311 is inserted.

In FIG. 18 b, the two accelerating devices 301, 302 have been moved in a direction of arrow 316 by their respectively associated conveyor means 309, 310. The drive 313 is pulling the rope 311 in a direction of arrow 316, that is in a direction opposite to a travel direction of the riding board. As a result thereof, the conveyor means 309, 310 attached at the rope 311 are continually moved in a direction of arrow 316 until said conveyor means 309, 310 arrive at the respective clamping part 324 or 325 and assume the position shown in FIG. 18 b. The accelerating devices 301, 302 are fixed in this position by the stops 326, 327 of the clamping parts 324, 325, respectively.

In FIG. 18 c, a riding board 328 approaching in a direction of arrow 317, that is in a travel direction, arrives at the accelerating device 301. At the same time, a ball bearing 329 disposed on the riding board 328 pushes the catch 303 downwards for a short time, causing the catch 303 to push against the hook 307 and therefore causing the hook 307 with its end 305 also to be pushed down for a short time. Therefore, the accelerating device 301 is moved over a short distance in a direction of arrow 317 by the biasing force of the spring 318. As a result thereof, the accelerating device 301 is disposed in front of the clamping part 324 and is no longer retained by the same.

However, the riding board 328 is retained by a retaining device not shown in FIG. 18 c, and therefore the spring 318, due to its biasing force, is still able to move the accelerating device 301 in a direction of arrow 317, since the catch 303 is retained by a retaining element 330 disposed at the riding board 328. This retaining device may be similar to the retaining device 290 shown in FIG. 17. The retaining device 330 has a hook 331 which prevents the accelerating device 301 to be moved further in a direction of arrow 317. The catch 303 is therefore disposed between the ball bearing 329 and the hook 331 of the retaining element 330, as shown in FIG. 18 d.

FIG. 18 c also shows that the two conveyor means 309, 310 have been moved back in a direction of arrows 317 and therefore back into their home position according to FIG. 18 a.

Meanwhile, if the riding board 328 is released from the retaining device, the accelerating device 301 pulls the riding board 328 in a travel direction, that is in a direction of arrow 317, by virtue of its biasing force, since the catch 303 of the accelerating device 301 is still retained by the retaining element 330 of the riding board 328. Therefore, the catch 303 serves as a riding board catch. As soon as the accelerating device 301 has arrived at the home position shown in FIG. 18 a, the riding board 328 continues to move, by virtue of the gained momentum, in a direction of the arrow 317 so that the ball bearing 329 is moved across the catch and pushes the same downwards. As a result thereof, the riding board 328 is released from the accelerating device 301. The riding board 328 can then move to the second accelerating device 302 and be accelerated again.

As a matter of fact, the actuating system 300 may have only one or else have even a plurality of said accelerating devices. Said accelerating devices are preferably spaced from one another so that the riding board will always arrive at one of said accelerating devices when the riding board's speed decreases, for example due to the fact that the person traveling on the riding board has to master an ascent.

Therefore, the retaining element 330 of the riding board 328 can be referred to as an element, while the catch 303 of the accelerating device 301 can be referred to as a device which is configured to enable a transfer of the force or energy, respectively, applied on said device to said element. The force or energy is obtained from the drive 313 which moves the conveyor means 309 and therefore also the accelerating device 301 via the rope 311. This force is subsequently transferred to the retaining element 330 and therefore to the riding board 328.

FIG. 19 is a top view onto an enlarged segment of the drive 313 of the actuating system 300. The rope 311 is inserted externally into the drive chamber 332 where the drive 313 is located via three guide pulleys 299, 337, 338 of the assembly 323. The drive chamber 332 herein forms part of the casing 322 of the actuating system 300. The drive 313 has three shafts 333, 334, 336 disposed to be able to rotate about their on axes, respectively, the shaft 33 being connected to a motor 335. The shaft 333 serves as a drive shaft. The shafts 334 and 336 are connected to the shaft 333 via a belt 339, 340 or a chain 339, 340, respectively. When the shaft 333 is driven by the motor 335 in this way, the shafts 334, 336 rotate about their respective axes.

Each of the shafts 334 and 336 is connected to another shaft 343 via a belt 341, 342 or a chain 341, 342, respectively. This shaft is then moved about its own axis, when the shafts 334, 336 are driven via the shaft 333. Then, the shafts 333, 334, 336, 343 of the dive train 313 move synchronously. As a result thereof, the two chains or belts 341, 342 are also moved synchronously. The two belts or chains 341, 342 are connected via a connecting element 344 attached to the rope 311. If the belts or chains 341, 342 are moved, the rope 311 attached to said connecting element 344 will also be moved. If the rope 311, as a result thereof, is pulled into the drive chamber 332, the guide means disposed at the rope 311 will also be moved towards an drive chamber 332.

Also visible in FIG. 19 is a positioner 345 which allows to move the respective guide units disposed at the rope 311 and therefore also the accelerating device to a desired position. The guide means and the accelerating devices are not shown in FIG. 19.

FIG. 20 is a sectional view along a line I-I of the drive 313 shown in FIG. 19. Within the drive chamber 332 the two interconnected shafts 333 and 334 are visible. The shaft 334 is connected to the shaft 343 via the belt or chain 341. The rope 311 disposed at the connecting element 344 is inserted out of the drive chamber 332 via the guide pulley assembly 323.

FIG. 21 shows a segment of a rail system 350 including a variant of the actuating system shown in FIG. 19. In FIG. 21, the rail system 350 is viewed from the top. The rail system 350 comprises two parallel rail sections 361, 362. FIG. 21 shows the beginning of a track 351 wherein the rail system 350 has two rails 354, 355 without an expanded lateral margin. Thus, riding boards can be easily removed from and seated onto the rail system 350. A bumper 353 constitutes the beginning of the track 351. On the rail system 350, three riding boards 356, 357, 358 are visible which are disposed in a row. At each side of the rail system 350, a railing 359, 360 is disposed which can be gripped by the persons sitting on the riding boards to gain momentum. After said persons have gained enough momentum they are ready to start the travel. The persons will then pass a starting point 363 where an actuator is disposed. The starting time may be detected by sensors disposed in the riding boards.

However, it is also possible to gain the momentum needed to start traveling via a propulsion system 364. This propulsion device 364 is disposed on the drive 313. The drive 313, however, does not include a motor, but is driven via the propulsion device 364, and therefore the motor is replaced by the propulsion device 364. The propulsion device 364 consists of two shafts 371, 372 interconnected via a double-sided flat belt 373. The double-sided flat belt 373 can be moved about the shafts 371, 372. The propulsion device 364 includes a latching element 374 which prevents the double-sided flat belt 373 from moving in both directions. As indicated by the arrow 375, the double-sided flat belt 373 is able to move only about the shaft 372.

The propulsion device 364 has already a riding board 365 disposed thereon. This riding board 365 is attached at the propulsion device 364 via a retaining element 366. Two parallel, opposing handle bars 367, 368 are provided which may be gripped by a person sitting on the riding board 365 to gain momentum. When the riding board 365 is moved in a direction of the arrow 369, that is in a travel direction, the person sitting on the riding board 365 is able to move the riding board 365 back in the opposite direction, that is in a direction of arrow 370. The latching element 374 prevents a co-movement of the double-sided flat belt 373.

When the riding board 365 is again moved in a direction of arrow 370, the double-sided flat belt 373 moves along, that is the flat belt 373 moves in a direction of arrow 375 about the shaft 372. The movement of the flat belt 373 in this direction tensions the propulsion device 364. The double-sided flat belt 373 has to be moved in this direction until a signal light 376 is switched to green. If the signal light 376 is switched to green, the person 365 sitting on the riding board 365 knows that enough force has been transferred to the transmission 385.

If the riding board 365 is accelerated because the person pushes away from the handle bars 367, 368, the riding board 365 travels in a direction of arrow 369 and passes an actuator of a starting point 379. Therefore, the starting time can be detected by sensors disposed in the riding board 365.

FIG. 22 is an enlarged view of the propulsion system 364 shown in FIG. 21. The double-sided flat belt 373 which encompasses both shafts 371, 372 is clearly visible. A dividing wall 380 is disposed between the two shafts 371, 372.

The engaging element 374 has a tip 346 which is formed to enable the engaging element 374 to prevent the flat belt 373 from moving in a direction of arrow 381. Therefore, the double-sided flat belt 373 is able to move only in one direction, as indicated by the arrows 375, 382, 383. If the latching element 374 is detached from the flat belt 373, the flat belt 373 can also be moved in the opposite direction.

FIG. 23 is a side view of the propulsion system 364 shown in FIG. 22 seen in a direction of arrow E. This propulsion system 364 is disposed on the drive 313 and is connected with the same via a transmission 385, said transmission 385 being located within the drive 313. The shaft 313 is inserted through the transmission 385 of the drive 313. Therefore, the propulsion device 364 including the transmission 385 replaces the motor 335 of the drive 313 shown in FIG. 19. In other aspects, the drive 313 shown in FIG. 19 corresponds to the drive 313 in FIG. 23, and therefore a detailed description of the drive 313 in FIG. 23 is omitted. The two shafts 371, 372 are connected via the double-sided flat belt 373. The dividing wall 380 is disposed between the shafts 371 and 372.

As a result thereof, the movement of the riding board 365 on the rail system 350 in a direction of arrows 369, 370 (cf. FIG. 21) causes the flat belt 373 to also move. The energy of this movement of the flat belt 373 is transferred to the transmission 385. The transmission 385 transfers the force onto the shaft 333, so that the shaft 333 is moved and the belts or chains 341, 342 actuate the drive 313. Therefore, the propulsion device 364 replaces the motor 335 of the drive 313. The drive 313 is therefore actuated with physical strength instead of a motor.

FIG. 24 is a variant of a rail system 390 including an actuating system 391 which is preferably adapted to transport a person sitting on a riding board 392. This rail system 390 consists of continuous profiles of metal or plastics.

The actuating system 391 comprises an drive guide profile 427 having a round chain 438 disposed therein. The drive guide profile 427 has an opening 388 which extends in a longitudinal direction of the rail system 390, that is in a travel direction of the riding board 392.

The rail system 390, on the other hand, includes two rail sections 402, 403, each rail section 402, 403 having two expanded lateral margins 400, 404 or 401, 405, respectively. Each of these parallel rail sections 402, 403 comprises feet 412, 413 or 414, 415, respectively. The rail sections 402, 403 are on parallel sockets 408, 409 or 410, 411, respectively, connected by connecting means 416 to 419, for example bolts, via said feet 412, 413 or 414, 415, respectively. The actuating system 391 has also two feet 420, 421, the actuating system 391 being connected with said feet on sockets 422, 423 by connecting means 424, 425, for example bolts. In order to further stabilize the rail system 390, a U-shaped cross profile 426 is disposed on the parallel sockets 408 to 411, 422, 423, which cross profile interconnects the sockets 408 to 411, 422, 423.

These sockets 408 to 411, 422, 423 are attached on a substrate 406, for example a mountain slope, via pegs not shown in FIG. 24. It can also be seen that the sockets 408 to 411, 422, 423 include hook elements 441 to 452 having connecting pieces disposed thereon, not shown in FIG. 24.

The riding board 392, a segment of which is shown in FIG. 24, also consists of a bottom 393 and a top 394. A fastener 395 having a pin- or hook-shaped catch 397 disposed thereon is attached at one side 396 of the riding board 392. In FIG. 24, the catch 397 is formed in pin-shape. This catch 397 is at least partially disposed in the actuating system 391 and is pushed towards the round chain 438 disposed in the actuating system 391. This may be accomplished by spring pressure, for example. Here, the catch 397 is inserted through the opening 388 of the drive guide profile 427. Therefore, the riding board 391 differs from the riding board 227 according to FIG. 15 only by the assembly attached at the fastener 395, that is by the catch 397 which is specifically provided for the rail system 390 shown in FIG. 24. Therefore, the riding board 392 comprises wheels which may be disposed beneath the expanded lateral margins 400, 401 of the two rail sections 402, 403. FIG. 24 shows only one wheel 398 disposed beneath the enlarged lateral margin 400.

FIG. 25 shows an enlarged segment of the rail system 390 shown in FIG. 24, including the actuating system 391 and the riding board 392 disposed on said rail system 390. Although the catch 397 is at least partially disposed within the actuating system 391, it is not shown for the sake of clarity.

The actuating system 391 includes the drive guide profile 427 which may also be manufactured from continuously cast metal or plastics. The drive guide profile 427 includes a first, upper portion 436 and a second, lower portion 437 disposed beneath said first portion, a plurality of slide profiles 428 to 435 being disposed in these portions. These slide profiles 428 to 435 consist of a highly wear-resistant material and serve to guide the round chain 438. This round chain 438 consists of two sections 439 and 440, the section 439 being disposed in the upper portion 436, and the section 440 being disposed in the lower portion 437 of the drive guide profile 427.

FIG. 25 shows also a part of a drive 473 having a plurality of drive pulleys. FIG. 25 shows a drive pulley 490 engaging a lateral opening 456 of the upper portion 436 of said drive guide profile 427. The drive pulley 490 has a actuating element 500 engaging the section 439 of the round chain 438.

Therefore, the round chain 438 may be referred to as a device, and the catch 397 may be referred to as an element, which are configured and interact with each other to transfer the force or energy applied on said device to said element, which causes the riding board to start moving. The force or energy, respectively, is obtained by the drive pulleys having the motors disposed thereon.

FIG. 26 shows a segment of the rail system 390 shown in FIG. 25, including the drive 391, the rail system 390 having the riding board disposed thereon. The drive guide profile 427 is disposed on the socket 422, the U-shaped cross profile 426 being disposed between said socket 422 and said drive guide profile 427. The drive guide profile 427 is connected to the socket 422 and the U-shaped cross profile 426 via connecting means, two connecting means 424, 457 being shown in FIG. 26. The socket 422 includes also a pair of opposite hook elements, FIG. 26 showing two opposite hook elements 450, 453.

The drive guide profile 427 has an upper portion 436 and a lower portion 437 disposed beneath said upper portion, the round chain 438 being disposed in said portions. This round chain 438 consists of a plurality of connected chain members 461 to 471, 477, 478. A section 439 of the round chain 438 is located in the upper portion 436, and the other section 440 of the round chain 438 is located in the lower portion 437 of the drive guide profile 427. At least partially, the section 439 of the round chain is disposed between the slide profiles 434 and 432, and the section 440 of the round chain 438 is between the slide profiles 428 and 429. By way of the actuating element 500 of the drive pulley 490, not shown in FIG. 26, the round chain 438 is driven. As a result thereof, the round chain 438 moves about a middle section 458, the section 439 of the round chain 438 being moved in a direction of arrow 459, and the section 440 of the round chain 438 being moved in a direction of arrow 460. The middle section 458 separates the upper portion 436 from the lower portion 437.

The catch 397 of the riding board 392 is at least partially disposed in the upper portion 436 of the drive guide profile 427 and engages an opening of the chain member 464. The catch 397 is in contact with the adjacent chain member 471. If the round chain 438 is moved, the section 439 of the round chain 438 is also moved in a direction of arrow 459. As a result thereof, the catch 397 and therefore also the riding board 392 is moved in a direction of arrow 459. Therefore, the movement in a direction of arrow 459 corresponds to the travel direction of the riding board 392.

FIG. 27 is a top view onto the rail system 390 including the actuating system 391 without the riding board 392 shown in FIG. 26. This rail system 390 is divided into three sections 480 to 482. Here, section 481 of the rail system 390 is disposed on a mountain slope so that a riding board will be transported uphill by the actuating system 391 disposed in this section 481. Section 481 is furthermore divided into three subsections 525 to 527. The rail system 390 consists of two parallel rail sections 483, 484 on which a riding board 485 moves in a direction of arrow 486. The riding board 485 has also a fastener 487 with a catch 488 disposed thereon. For the sake of clarity, the riding board 485 is only schematically illustrated. The catch 488 of the riding board 485 is already engaged with the driving system 391, the catch 488 being in contact with the round chain 438.

The actuating system 391 comprises several consecutive drives 472 to 476 which are spaced from each other. Each drive 472 to 476 has a drive pulley 489 to 492, driven by a motor 493 to 496 disposed thereon. Here, each drive pulley 489 to 492 has a plurality of actuating elements as shown in an exemplary drive pulley 473 with actuating elements 500 to 507. The actuating elements 500, 501 and 506 at least partially engage the opening 456 of the drive guide profile 427. Here, only the actuating element 500 is in contact with the round chain 438. It can be seen that also the other drive pulleys 489 to 492 have a actuating element being in contact with the round chain 438. The motor serves to drive the drive pulleys in a direction of arrow 509, that is about their respective own axis, which causes the round chain to be driven, too. The riding board 485 is transported in a travel direction, that is in a direction of arrow 486, by the catch 488 disposed at the round chain 438.

FIG. 28 is another view of the rail system 390 shown in FIG. 27, including the actuating system 391, when viewed in a direction of arrow J.

Here, the actuating system 391 has two shafts 510 and 511 about which the round chain 438 is inserted. Since the actuating system has a plurality of drives, traction is also divided onto a plurality of drives. Here, the distance between the persons to be transported and the drives may be adjusted in order to apply minimum stress on the round chain 438.

It can be seen that the two sections 480 and 482 of the rail system 390 are slightly declivating, that is the riding board 485 travels downhill in these two sections 480, 482. Section 481 which leads uphill is only schematically illustrated. From FIG. 28 it can be seen that the actuating system 391 is already positioned in the declivating section 480. Therefore, the catch 488 can easily engage the actuating system 391.

The actuating system 391 is partially also located in the declivating section 482. As a result thereof, the riding board 485 gathers speed by itself as soon as it reaches section 482, and the catch 488 is automatically released from the round chain 438.

If a draglift exists which can be used by a person on a riding board, it is enough to provide only a track section 483 or 484 having shortened U-shaped profiles and sockets.

This actuating system 391 is not only especially well-suited to transport a person on a riding board uphill, but the manufacture of said actuating system is also very cost-effective and provides high comfort and high security for a user. A further advantage is that the driver does not have to dismount the riding board if he or she wants to be transported uphill via said actuating system 391.

It will be obvious for a person skilled in the art that this actuating system 391 may be combined with the actuating system 226 by disposing the actuating system 226 behind the actuating system 391, for example. Therefore, a person traveling on a riding board may be quickly accelerated to a high speed.

The above exemplary embodiments mention sensors and actuators. It should be noted that any combination of transmitters and receivers may be used, one of them being located in the rail system and the other one being located in the board or vice versa. The control stick may also be replaced by another device, e.g. a control panel having activation keys or bars which simulate the position of the control stick.

While the above exemplary embodiments of the present invention have been explained in detail, the present invention is not limited to said exemplary embodiments. A person skilled in the art will understand that the present invention also encompasses several variants which lead to the same effects as the exemplary embodiments described herein. It will therefore be obvious for a person skilled in the art that the exemplary embodiments described herein do not limit the scope of protection of the claims, and that further variants, modifications and alternatives are possible which fall into the scope of the protection of the claims.

List of Reference Numerals 1 riding board 2 rail system 3 rail 4 rail 5 lateral margin 6 lateral margin 7 lateral margin 8 lateral margin 9 recess 10 recess 11 recess 12 belt system 13 first belt 14 second belt 15 arrow 16 plug element 17 counter element 18 control stick 19 recess 20 strap 21 wheel suspension device 22 wheel suspension device 23 wheel suspension device 24 wheel suspension device 25 pole system 26 pole 27 pole 28 pole 29 pole 30 pole 31 pole 32 pole 33 pole 34 central wheel 35 central wheel 36 central wheel 37 central wheel 38 processor 39 electric conduit 40 assembly 41 opening 42 opening 43 assembly 44 assembly 45 sensor 46 sensor 47 sensor 48 sensor 49 sensor 50 sensor 51 sensor 52 concavity 53 electrical conduit 54 electrical conduit 55 display board 56 assembly 57 sensor 58 sensor 59 sensor 60 sensor 61 rod-shaped element 62 plate 63 plate 64 fastening element 65 fastening element 66 tensioning spring 67 tensioning spring 68 end of 67 69 end of 66 70 end of 67 71 end of 66 72 fastening element 73 fastening element 74 rail system 75 rail system 76 arrow 77 arrow 78 micro switch 79 contactor 80 contactor 81 position 82 position 83 end 84 section 85 bend idler 86 arrow 87 arrow 88 rail section 89 rail section 90 91 actuator 92 actuator 93 actuator 94 brake system 95 axle 96 front section 96 arrow 98 back section 99 recess 100 recess 101 braking pad 102 circuit board 103 sensor 104 sensor 105 106 body 107 frame 108 arrow 109 arrow 110 arrow 111 arrow 112 button 113 arrow 114 magnet 115 magnet 116 magnet 117 sensor 118 sensor 119 arrow 120 arrow 121 position 122 arrow 123 position 124 superstructure 125 middle part 126 side part 127 side part 128 wall 129 hollow volume 130 base 131 section 132 section 133 section 134 section 135 L-shaped section 135 L-shaped section 136 L-shaped section 137 L-shaped section 138 L-shaped section 139 side wall 140 side wall 141 upper section 142 upper section 143 top 144 hook element 145 hook element 146 rail section 147 rail section 148 bottom 149 hook element 150 hook element 151 superstructure 152 middle part 153 side part 154 side part 155 side wall 156 side wall 157 L-shaped section 158 L-shaped section 159 L-shaped section 160 L-shaped section 161 L-shaped section 162 L-shaped section 163 upper section 164 upper section 165 expanded lateral margin 166 expanded lateral margin 167 rail 168 L-shaped section 169 L-shaped section 170 L-shaped section 171 L-shaped section 172 L-shaped section 173 L-shaped section 174 element 175 middle section 176 outer section 177 outer section 178 superstructure 179 base 180 base 181 base 182 actuator 183 actuator 184 actuator 185 bar profile 186 bar profile 187 connecting piece 188 connecting piece 189 connecting piece 190 connecting element 191 actuator 192 actuator 193 actuator 194 actuator 195 bar profile 196 bar profile 197 bar profile 198 bar profile 199 connecting piece 200 connecting piece 201 connecting piece 202 connecting piece 203 connecting piece 204 connecting piece 205 bar profile 206 bar profile 207 rubber profile 208 rubber profile 209 rubber profile 210 outer boundary 211 outer boundary 212 broken line 213 end of connecting piece 214 pin 215 feed-through 216 feed-through 217 feed-through 218 cover 219 cover 220 end of cover 218 221 end of cover 218 223 cover 224 top of cover 223 225 rail system 226 actuating system 227 riding board 228 base 229 superstructure 230 connecting piece 231 cover 232 blade 233 bottom of riding board 227 234 top of riding board 227 235 wheel 236 expanded lateral margin 237 side wall 238 side of top 234 239 ball bearing 240 fastener 241 pin 242 fastening element 243 hook 244 catch 245 casing 246 plate 247 bolt 248 substrate 249 rope 250 conveyor means 251 accelerating device 252 first, lower section 253 second, upper section 254 255 bolt 256 bolt 257 aluminum profile 258 aluminum profile 259 arrow 260 aluminum profile 261 aluminum profile 262 opening 263 cover 264 clamping part 265 connecting element 266 bolt 267 bolt 268 guide element 269 270 axle 271 arrow 272 arrow 273 hook 274 blade 275 stop 276 end of hook 273 277 retaining element 278 blade 279 fastening element 280 retaining element 281 blade element 282 hook element 283 hook 284 pin 285 arrow 286 arrow 287 stepped section 288 blade 289 blade 290 retaining device 291 arrow 292 arrow 293 arrow 294 dividing wall 295 opening 296 energy supply 297 on-board computer 298 299 guide pulley 300 actuating system 301 accelerating device 302 accelerating device 303 catch 304 catch 305 end of hook 307 306 end of hook 308 307 hook 308 hook 309 conveyor device 310 conveyor device 311 rope 312 end of rope 312 313 drive 314 end of blade 315 315 blade 316 arrow 317 arrow 318 blade 319 blade 320 fastening element 321 fastening element 322 casing 324 clamping part 325 clamping part 326 stop 327 stop 328 riding board 329 ball bearing 330 retaining element 331 hook 332 drive chamber 333 shaft 334 shaft 335 motor 336 shaft 337 guide pulley 338 guide pulley 339 belt/chain 340 belt/chain 341 belt/chain 342 belt/chain 343 shaft 344 connecting element 345 positioner 346 tip of latching element 347 display board 348 display board 349 display board 350 rail system 351 track 352 beginning of track 351 353 bumper 354 rail 355 rail 356 riding board 357 riding board 358 riding board 359 railing 360 railing 361 rail section 362 rail section 363 starting point 364 actuating device 365 riding board 366 retaining element 367 strap 368 strap 369 arrow 370 arrow 371 shaft 372 shaft 373 flat belt 374 latching element 375 arrow 376 signal light 377 button 378 379 starting point 380 dividing wall 381 arrow 382 arrow 383 arrow 384 385 transmission 386 387 388 opening 389 390 rail system 391 actuating system 392 riding board 393 lower section 394 upper section 395 fastener 396 side of riding board 392 397 catch 398 wheel 399 track 400 lateral margin 401 lateral margin 402 rail section 403 rail section 404 lateral margin 405 lateral margin 406 substrate 407 408 socket 409 socket 410 socket 411 socket 412 foot 413 foot 414 foot 415 foot 416 connecting means 417 connecting means 418 connecting means 419 connecting means 420 foot 421 foot 422 socket 423 socket 424 connecting means 425 connecting means 426 U-shaped cross profile 427 drive guide profile 428 slide profile 429 slide profile 430 slide profile 431 slide profile 432 slide profile 433 slide profile 434 slide profile 435 slide profile 436 upper portion of 427 437 upper portion of 427 438 round chain 439 section 440 section 441 hook element 442 hook element 443 hook element 444 hook element 445 hook element 446 hook element 447 hook element 448 hook element 449 hook element 450 hook element 451 hook element 452 hook element 453 hook element 454 only visible in FIG. 10a 455 only visible in FIG. 10a 456 lateral opening 457 connecting means 458 middle section 459 arrow 460 arrow 461 chain member 462 chain member 463 chain member 464 chain member 465 chain member 466 chain member 467 chain member 468 chain member 469 chain member 470 chain member 471 chain member 472 drive 473 drive 474 drive 475 drive 476 drive 477 chain member 478 chain member 479 480 section 481 section 482 section 483 rail section 484 rail section 485 riding board 486 arrow 488 catch 489 drive pulley 490 drive pulley 491 drive pulley 492 drive pulley 493 motor 499 travel direction 500 actuating element 501 actuating element 502 actuating element 503 actuating element 504 actuating element 505 actuating element 506 actuating element 507 actuating element 508 509 arrow 510 shaft 511 shaft 512 513 514 515 516 actuator 517 actuator 518 actuator 519 actuator 520 actuator 521 actuator 522 actuator 523 switch 524 switch 525 subsection 526 subsection 527 subsection 

1. A riding board (1, 227, 328, 356-358, 365, 485) for a rail system (2, 74, 75, 147, 225, 350, 390), wherein said riding board (1, 227, 328, 356-358, 365, 485) comprises at least one transmitter/receiver (45-47, 48-50, 57-60) interacting with at least one receiver/transmitter (91-93, 516-522) disposed at said rail system (2, 74, 75, 147, 225, 350, 390), characterized in that said riding board (1, 227, 328, 356-358, 365, 485) includes a mechanical control stick (18) which can be moved in different directions for addressing certain transmitters/receivers of said riding board (1, 227, 328, 356-358, 365, 485) which interact with certain receivers/transmitters of said rail system (2, 74, 75, 147, 225, 350, 390)
 2. (canceled)
 3. A riding board (1, 227, 328, 356-358, 365, 485) according to claim 1, characterized in that said transmitters are actuators (91-93, 516-522).
 4. A riding board (1, 227, 328, 356-358, 365, 485) according to claim 1, characterized in that said receivers are sensors (45-47, 48-50, 57-60).
 5. A riding board (1, 227, 328, 356-358, 365, 485) according to claim 1, characterized in that said receivers (45-50, 57-60) are connected to a computer (297) within said riding board (1, 227, 328, 356-358, 365, 485).
 6. A riding board (1, 227, 328, 356-358, 365, 485) according to claim 1, characterized in that said control stick (18) is pivotally supported on an axle (95), said axle (95) being disposed in a body (106).
 7. A riding board (1, 227, 328, 356-358, 365, 485) according to claim 6, characterized in that a brake system (94) is attached at said body (106).
 8. A riding board (1, 227, 328, 356-358, 365, 485) according to claim 6, characterized in that said body (106) which has said control stick (18) disposed therein is provided with an assembly (40) which includes a circuit board (102) having a plurality of sensors (103, 104, 117, 118) disposed thereon.
 9. A riding board (1, 227, 328, 356-358, 365, 485) according to claim 8, characterized in that said sensors (103, 104, 117, 118) are micro switches or reed switches.
 10. A riding board (1, 227, 328, 356-358, 365, 485) according to claim 8, characterized in that said control stick (18) has two magnets (114, 115) disposed therein which can be contacted with said sensors (103, 104, 117, 118).
 11. A riding board (1, 227, 328, 356-358, 365, 485) according to claim 10, characterized in that said riding board (1, 227, 328, 356-358, 365, 485) is provided with a brake contact which is activated when said magnet (114) contacts said sensor (103), causing an on-board computer (297) disposed in said riding board (1, 227, 328, 356-358, 365, 485) to be turned off.
 12. A riding board (1, 227, 328, 356-358, 365, 485) according to claim 10, characterized in that said magnet (115), when assuming a position (123), contacts said sensor (104) of said control stick (18), which causes the sensor (60) to be addressed.
 13. A riding board (1, 227, 328, 356-358, 365, 485) according to claim 10, characterized in that said magnet (115), when assuming a position (123), contacts said sensor (118) of said control stick (18), which causes the sensor (57) to be addressed.
 14. A riding board (1, 227, 328, 356-358, 365, 485) according to claim 1, characterized in that said riding board (1, 227, 328, 356-358, 365, 485) includes a belt system (12) having a first belt (13) and a second belt (14) for buckling up a person traveling on said riding board (1, 227, 328, 356-358, 365, 485).
 15. A riding board (1, 227, 328, 356-358, 365, 485) according to claim 14, characterized in that each belt (13, 14) is connected to an associated assembly (43, 44) having a contact element (80) and a sensor (78, 51), wherein said assemblies (44, 45) may be used to recognize any exaggerated change of position of the person traveling on said riding board (1, 227, 328, 356-358, 365, 485).
 16. A riding board (1, 227, 328, 356-358, 365, 485) according to claim 15, characterized in that each belt (13, 14) is disposed at a rod-shaped element (61) being connected to said contact element (80).
 17. A riding board (1, 227, 328, 356-358, 365, 485) according to claim 16, characterized in that said rod-shaped element (61) is connected to said contact element (80) via a plate (62).
 18. A riding board (1, 227, 328, 356-358, 365, 485) according to claim 17, characterized in that a tensioning spring (66, 67) is disposed at said plate (62).
 19. A riding board (1, 227, 328, 356-358, 365, 485) according to claim 14, characterized in that said sensor (78) assumes a position (81) with respect to said contact element (80) so that said sensor (78) is not in contact with said contact element (80) if said belts (13, 14) are tensioned.
 20. A riding board (1, 227, 328, 356-358, 365, 485) according to claim 14, characterized in that said sensor (78) assumes a position (82) relative to said contact element (80), wherein said sensor (78) is in contact with said contact element (80) if said belts (13, 14) are not tensioned.
 21. A riding board (1, 227, 328, 356-358, 365, 485) according to claim 1, characterized in that said riding board (1, 227, 328, 356-358, 365, 485) includes an element (242, 330, 397) which is disposed with a device (244; 303, 304, 438) provided at an actuating system (226, 300, 391) of said rail system (2, 74, 75, 147, 225, 350, 390), which causes said riding board (1, 227, 328, 356-358, 365, 485) to be moved by said actuating system (226, 300, 391).
 22. A riding board according to claim 21, characterized in that said element (241, 330) is a retaining element (242, 330) including a hook (243, 331), which is connected to said device (244; 303, 304) of said actuating system (226, 300).
 23. A riding board according to claim 21, characterized in that said element (397) is a pin which is disposed at a round chain (438) attached in said actuating system (391).
 24. A riding board according to claim 21, characterized in that said element (242, 330, 397) is attached at a fastener (240, 395) disposed in said riding board (1, 227, 328, 356-358, 365, 485).
 25. (canceled)
 26. (canceled)
 27. A riding board according to claim 21, characterized in that said actuating system (226, 300, 391) has at least one drive (313, 472-476) which is adapted to move said device (244; 303, 304, 438).
 28. Riding board according to claim 27, characterized in that said actuating system (226, 300, 391) includes a conveyor means (250, 309, 310) connected to said drive (313) via a rope (311) and moved by means of said drive (313).
 29. Riding board according to claim 21, characterized in that said device (244; 303, 304) is disposed at an accelerating device (251, 301, 302) and said accelerating device is assigned to a respective conveyor device (250, 309, 310), said accelerating device (251, 301, 302) being moved by means of said conveyor device (250, 309, 310). 